Motor-vehicle.



W. S. THOMPSON & J. F. HENDERSON.

MOTOR VEHICLE.

APPLICATION FILED JAN. 4, 191a.

Patented Feb. 10, 1914.

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T0 VARIABLE SPEED GEHR.

. INVENTORS WITNESSES Wa/fer S. Thompson.

% gm I I v J hn FHena erson.

A TTORNE Y W. S. THOMPSON & J. P. HENDERSON.

MOTOR VEHICLE.

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INVENTORIS Walter S. Thompson.

WI TNE SSE S John F.]"[ender$on.

ATTORNEY UNITED STATES 115mm OFFICE.

.A N-D JOHN- FRANK HENDERSON; OF PHILADEL OF ONE-THIRD TOWILLI'AM H. SHENEMAN, 01

MOTOR-VEHICLE.

Specification of Il'etters Patent.

.Pat-enteclFeb; 10, 1914.

Application filed-Januar 4, 191a: Serial No. 740,125:

To all 1071 0m it may concern Beit known that we, WALTER S; THOMP- SON, acitizen of the United States, residing at Ardmore, in the county of Montgomery and State of Pennsylvania, and JOHN FRANK HENDERSON, a citizen of the United States, residing at Philadelphia, in the county of Philadelphia and State 0f'Penn= sylvania, have jointly invented certain new and useful Improvements in Mot-or-Vehi cles, of which thefollowingis a specification.

Our invention relates to motor vehicles and it relates more particularly tomeans for controlling the same through the agency of afiuidmedium such as air or water whereby the'various mechanisms of the motor car may be controlled with a minimum'of efi'ort by the operator.

The object of our invention is to provide a simple and efficient apparatus for controlling-the various mechanisms of' automobi-l'es ofthe ordinary type by means of which the gears may be shifted and the other parts manipulatedwith a minimum of' effort onthe part of the'operator and which is, so constructed and arranged that the clutch will be automatically disengaged shifte'd or while the brakes are applied.

The natureand"characteristic features of our invention will be more readily understood from the following description taken in connection witlitlle accompany'ingdrawings forming-part hereof; in which-- Figure 1 is-a diagrammatic view showing the arrangement of an apparatus enrbody ing-the'manr features of our present invention for controlling the various mechanisms of the'motor'vehicle; F1g."2 1s aside elev:

tiOnpartIy in section of a cylinder constitutinga portion of the-apparatus shown in Fig; 1', this cylinder being providdfor'controlling the variable speed transmission gear; Fig. 3-is-a transverse section of the cylinder shown in Fig. 2; Fig: 4 is a detail View in vertical section 'of' the apparattls at the operators" station fOI" the manual op eration of 'various partszof the apparatus; Fig. 5 is a detail viewshowin'gt-he arrangement for connectin the control cylinder shown-in-Fi 2 to the operating lversof'a so called selective type transmission" gear; and Fig. ti'isa detail view illustrating means for thepedal operation of the clutch andbrake controllingmechanism; Figs. 7, 8' and 9' are transverse type of valve employed in the apparatus, the same being shown respectively in the three main positions assumed; Fig. 10 is a transverse section of another valve employed in the apparatus, the same being shown in the initial position; and Figs. 11 and 12 are transverse sections of exhaust? valves for permitting'the air to escape from the clutch and brake controlling cylinders respectively.

Referring to the drawings, 10 is a tank adapted to act as a reservoir for the fluid under pressure, the tank being supplied with this fluid by means of a pipe 11 having a check valve 12 arranged therein, and which pipe 11 extends from a pump '13 which is provided with a friction wheel 14: for its actuation.

15 is a'shaft suitably connected so as to be driven by the engine of the motor car and provided at its end with a friction wheel 16 arranged in proximity to the fric 'tion wheel 14 of the pump 13. A friction whe'cl17 is also arrangedin' proximity to the wheels 14 and 16 of the pump and power shaft respectively. and said wheel 17 is adapted to be shifted automatically to engage wh'eels 1-Ll and 16 to cause the power to be transmitted from' the shaft 15-to the pump'13'when the pressure in thetank 10' falls below the desired amount The preferred manner of shifting the wheel 17 for the purpose aforesaid is by mounting the same l'otatably' on one end of a slidable shaft 18 which is connected atits other end with a pivoted lever 19, which lever is controlled by a pi'ston rod 20 having a piston 21 mounted within a cylinder 22 which is in con1municat-ion'\ vitl1 the interior of the tank10. Arranged behind the piston 21 is a spring 23', the tension ofwhich is adapted to be adjusted by means ofa threaded plug 24 mounted in the outer endof the cylinder'QZ The foregoing arrangement is such that when the pressure in the tank 10 falls below a predetermined'amount the spring'23' 'will'cause the piston 21to'anove against the ipressu're of the fluidwithin the tank 10 and 'throughth'e piston rod'QO the lever 19 will 'be shifted, andthence the slidable shaft 18 sections of a special upon the end of which the friction wheel 17 is mounted, causing the friction wheel 17 to transmit the power from the continuously 7 carries a button 30 at its upper end for convenient manipulation by the operator of the car. The lower end of the rod 29 bears against a disk valve 31 which is mounted in the valve casing 26 and normally held on its seat by a spring 32. The valve 31 normally prevents the passage of air from the pipe line 25 to another pipe line 33 which is connected to the casing 26 above the valve 31 and extends to one end of a cylinder 34 adapted to control the usual clutch mechanism of the motor car. A piston 35 is slid ably mounted in the cylinder 34 and is pro vided with a piston rod 36 which is connected in any suitable manner to the clutch mechanism which may be of any preferred type such as is commonly used in automobiles of ordinary construction. Extending from the same end of the cylinder 34 at which the pipe line 33 enters is another pipe line 38 in which an exhaust valve 39 is interposed. The exhaust valve 39 is shown in cross section in Fig. 11 of the drawings, and the plug 40 thereof is actuated by means of a lever arm 41' which is piotally connected to an operating bar 42. A pipe line 43 extendsfrom the cylinder 34 at a point intermediate the ends of said cylinder, so located that when the piston has passed the point of connection the clutch mechanism controlled b said piston will be disconnected. The pipe line 43extends to a valve 44 shown in cross section in Figs. 7, 8 and 9. The plug 45 of the valve 44 is operated by means of a lever 46 which is pivotally connected at its outer end to a bracket 47 extending fromthe operating bar 42. The valve 44 is a three way valve and in addition to the ipe line 43 extending from the cylinder 34 it has connected thereto a pipe line 48 extending to the brake controlling cylinder 49, and a pipe line 50 extending to the variable speed gear controlling cylinder 51.

The pipe line 48 extends to one end of the brake controlling cylinder 49 in which cylinder is mounted a piston 52 rovided with a piston rod 53 which is suita ly connected in any referred manner to the brake mechanism w ich may be of any preferred type rosenaa such as is commonly used in automobiles line 48 enters there is connected an exhaust pipe line 54 in which an exhaust valve 55 is interposed, which exhaust valve is shown in section in Fig. 12, and has a plug 56 which is operated by a lever arm 57, the outer end of which is pivotally connected to the operating bar 42.

The pipe line 50 which extends to the cylinder 51 for controlling the variable speed gear is provided with a branch 60 extending to one end of said cylinder .51 and, another branch- 61 extending to the other end thereof. A piston 62 is mounted insaid cylinder and is provided with a piston rod 63 which is connected in any pre erred manner with the variable speed transmission gear which may be of any referred design such as is commonlyused in automobiles ofordinary construction. Spaced throughout the length ,1

of the cylinder 51 is a series of ports 64 so located to provide vone of said ports immediately behind the piston 62 for each location of said piston corresponding to a partitillar condition of the variable speed gear, and a similar series of ports 65 islikewise arranged in the cylinder 51 so as to provide one of said ports immediately in front of.

the piston for each condition of the speed gear. Arranged above said ports is a slide- 66 provided with two openings 67 and 68 adapted to register with and form an ex- 'haust for one of the ports of each series behind and in front of .the piston 62 as clearly shown in Fig. 1 of the drawings. The location of the slide 66is controlled by means of a lever 69 pivoted as at ,70 to a suitable part of the car and connected at the end opposite; its connection to the slide- 66 to a connecting rod 71 which extends to I i and is pivotally connected to the outer end of a lever arm 72. The lever arm 72 is mounted on the lower end of a sleeve 73 which is suitably supported in the standard 28 and surrounds the valve rod 29 hereinbefore referred to. The sleeve 73 carries a hand lever74 at its upper end for manual actuation by, the operator and is adapted to be locked in the desired position corresponding to the particular condition of the speed gear required by means of a sector plate 7 5 provided with-suitable apertures 7 6 forengagement by a pin 77 carried by the hand lever 74. The standard 28 may also support asleeve 78 which carries a hand lever 79 at its upper end and a lever 80 'at its lower end which lever "80 is pivotally connected to onefend of a connecting rod 81 for the control of the steering gear mechanism which howevery'forms no art of the present invention and need not e further escribed. A pipe line 82 also extends from the pressure tank 10 and is primarily pro- 139 weaves vided for the control of the steering gear which as before stated forms no part of this present invention, but a branch '83 may be provided extending to the pipe 33 hereinbefore referred to and having a valve 84 interpo'sed therein which is-shown in transverse section in Fig. 10 of the drawings. The plug 85 of the valve 84 is operated by means of a lever 86 the outer end of which is pivotally connected to a rod 87 which extends to and is pivotally connected with the operating bar 42. If desired the branch pipe 83, and valve 84 may be omitted and the functions automatically performed thereby may be duplicated by the depression of the valve rod 29 at the proper'times by the operator.

The operating bar 42 is preferably actuated by the foot of the operator, being connected at one end to a bell crank lever 90 pivoted as at 91 to any stationary part of the car and having one arm pivotally mounted between rollers 92 and 93 carried at the lower end of a vertical rod 94 which is mounted in a suitable bracket 95 and is under'tension of a spring 96 which surrounds and normally tends to raise the same. The upper end of the vertical rod 94 is pivotally connected as at 97 to a rod 98 which carries a foot treadle 99 at its upper extremity and is provided at. a suitable point between the ends thereof with'a pin 100 which is constrained to travel in a slot 101 in a stationary plate 102. The slot 101 extends vertically downward from -the top a distance approximately one-half of its total extre inity and thence extends sidewise to form a ledge 103 beneath which the pin 100 maybe shifted when it is desired to leave the operating bar 42 in its intermediate position. The slot then extends downward vertically to its lowermost extremity and extends sidewise to provide another ledge 104 for locking the vertical rod 98 in its lowermost position and consequently securing the operating bar 42 in.

1ts extreme endwise location against the tension of the spring 96.

In Fig. 5 there is shown a meansfor connecting the gear-controlling cylinder to a transmission gear of the selective type. In this instance the piston rod 63 is provided at its outer end with a pivoted memher 110 having an enlarged end 111 adapted to engage one or the other of the notched ends 112 or 113 of the rods 114 or 115 respectively, such as are usually provided in transmission gears of this type The link member 110 is shifted in one or the other of the notched ends 112 or 113 as the case may be by means of a connecting rod 116 which is pivoted at its upper end to a sliding block 117, which is suitably supported and guided on a stationary portion of the motor car. To the upper end of the sliding block 117 is pivoted a hand lever 118 hav ing a handle119 at its upper end for manual actuation by the operator. The hand lever 118 is provided near its central portion with a lug 120 which is adapted to engage one or the other of the notches 121 or 122 in a stationary part of the motor car accordingly as one or the other of the rods 114 or 115 is to be actuated. A spring 123 serves to hold the lug 120 in the desired notch until the same is arbitrarily shifted by the operator.

The operation of the apparatus will now be readily understood. To shift the gears, the hand lever 74 is actuated to bring the pin 77 into register with the required aperture 76 on segment 75 corresponding to the desired condition of the transmission gear to be used, whereupon the lever 7 2, which is mounted on the lower end of the sleeve 73 upon the upper end. of which the lever 74 is mounted, will bring the slide 66 to its proper position through the intermediary of the connecting rod 71 and lever 69 so as to register one of the apertures 64 in cylinder 51 with the,opening 67 in slide 66 and simultaneously bringing one of the apertures 65 in register with the opening 68 of said slide. The button 30 is then depressed by the operator to actuate the valve 31 by means of the rod 29, opening the valve and permitting the air to flow from the tank 10 through the pipe line 25 past the valve 31 and through .the pipe line 33 to the cylinder The pressure of the air will cause the piston 35 to be moved in the cylinder 34 to thereby automatically disengage the clutch mechanism of the motor vehicle, the piston being actuated until the connection of the pipe line 43 with the cylinder 34 is exposed whereupon the air will pass through said pipe line to the valve 44, the plug of which is in the position shown in Fig. 7 and the air will thence pass through the pipe line to the branches and 61 of said pipe line to both ends of the cylinder 51 which controls the variable speed gear. As-before stated the slide 66 has beenbrought into position to register one of the openings 64 and one of the openings with the respective openings 67 and 68 of the'slide and the piston 62 will thereby be forced by the pressure of the air in one direction or the other until it occupies the position shown in Fig. 1 with one of said openings 64 behind the piston and the other of said openings 65 in front of said piston, this action resulting from the differential pressure on theone side or the other of the piston on account of the openings 64 and 65 acting as exhaust ports on the same side of the piston until the same occupies the position shown in Figfll when the pressure will be equalized and an ex-.

haust will be provided on both sides of said piston. It will be understood when the shifting of the speed gear takes place the foot treadle 99 occupies the position shown in Fig. 6 and the valve operating rod 42 is at one of its extreme end positions, and the plug 45 of valve 44 is in the position shown in Fig. 7.

When it is desired to operate the clutch mechanism to disconnect the same without affecting the other parts of the automobile mechanism, the foot treadle 99 is depressed to the intermediate position and the pin 100 which is carried on the vertical rod 98 will be shifted sidewise under the ledge 103 and be there retained by said ledge. This will cause the bell crank lever 90 to be actuated to thereby shift the operating rod 42' and shift the plugs of the various valves to the positions which will now be described. The plug 45 of the three way valve 44 will be shifted to the position shown in Fig. 8 whereby the pipe line 50 as well as the pipe line 48 will be cut off and the pipe line 43 thus rendered inoperative. The plug 85 of the valve 84 will however be turned to supply air under pressure from the tank 10 through the pipes 82 and 83 to the pipe line 33 and thence to the cylinder 34, causing the piston 35 to be shifted until the pressure of the live air counter balances the air which is entrapped and compressed in the closed end of the cylinder 34, which, however, will permit the piston 35 to be actuated a sufficient distance to entirely disengage the clutch mechanism of the automobile. During the actuating of the treadle 99 from the initial position to the intermediate position, the plug 40 of the exhaust valve 39 will be turned so that the port in said plug will pass the openings in the casing and the exhaust will thus be closed when the parts are finally in the intermediate position desired. \Vhen, however, it is desired to permit the clutch mechanism to reengage, the foot treadle is permitted to slowly return to its initial position under the control of the operator whereupon the=port in the plug 40 of exhaust valve 39 will permit the air to escape from in front of the piston to the exhaust line 38 and the piston 35 will return to its initial position and the clutch will be engaged.

To operate the brake mechanism, the foot treadle 99 is still further depressed, the pin 100 traveling in the slot 101 to the lowermost position and being then slid sidewise under the ledge 104, whereupon the plug 45 of valve 44 will be moved by the operating rod 42 to the position shown in Fig. 9 of the drawings. The plug 85 of valve 84 at the same time will be turned still farther so i that the air will continue to pass from the pipe line 82 through the valve 84 and to the cylinder 34 thereby automatically holding the clutch disengaged, and after the piston 35 passes the point of connection of the pipe line 43 the air will pass through the valve 44 to the pipe line 48 and thence to the cylinder 49 causing the piston 52 to be actuated and thereby applying the brakes to the automobile. The exhaust valve 55 for relieving the pressure from the brake cylinder 49 is, as before stated, mounted in the pipe line 54 and the port in the plug 56 is so positioned as to pass the openings in the valve casing during the forward movement of the operating rod 42 and remaining closed while the treadle is depressed, but however when the operator desires to release the brakes the foot treadle is permitted to slowly ascend under his control the exhaust valve 55 will permit the air to escape from behind the pis ton 52 and the piston 52 will return to its initial position and the brakes will be released.

It will thus be seen that there-is provided a simple and eflicient mechanism for controlling the various mechanisms of automobiles of the ordinary type at present in common use by means of which the gears can be shifted with a minimum of effort on the part of the operator and by means of which the clutch will be automatically dis engaged while the gears are being shifted or while the brakes are applied.

Having thus described the nature and characteristic features of our invention what we claim as new and desire to secure by Letters Patent is 1. In an apparatus of the character described, a clutch controlling cylinder, a gear controlling cylinder, and a brake controlling cylinder, means for supplying an actuating fluid to said clutch controlling cylinder, and means for supplying said actuating fluid to said gear controlling cylinder or said brake controlling cylinder through said clutch controlling cylinder.

2. In an apparatus of the character described, a clutch controlling cylinder, means for supplying an actuating fluid to said clutch controlling cylinder, a gear controlling cylinder, a brake controlling cylinder, means for supplying said actuating fluid through said clutch controlling cylinder and diverting the same to said gear controlling cylinder or brake controlling cylinder as desired.

'3. In an apparatus of the character described, a cylinder, a piston slidably mounted therein, a plurality of ort-s extending through the side walls 0 said cylinder, means for selectively closing all except a pair of said ports, and means for supplying an actuating fluid to both sides of the piston.

4. In an apparatus of the character described, a cylinder, a piston slidably mounted therein, a plurality of ports extending through the side walls of said cylinder, a

slide having two apertures adapted to selectively register with said ports, means for arbitrarily shifting said slide, and means for Supplying an actuating fluid to both sides of the piston.

5. In an apparatus of the character described, a clutch controlling cylinder, a tank for storing a supply of fluid under pressure, a pipe line extending from said tank to one end of said cylinder, an exhaust pipe line extending from the said end of said cylinder, and a pipe line connected to said cylinder intermediate the ends thereof and extending to other controlling mechanism.

6. In an apparatus of the character described, a clutch controlling cylinder, a tank for storing a supply of fluid under pressure, a pipe line extending from said tank to one end of said cylinder, an exhaust pipe line extending from the same end of said cylinder, a pipe line connected to said cylinder to other controlling mechanism, valves interposed in said pipe lines for controlling the flow of fluid therethrough, and means for arbitrarily operating said valves.

WALTER S. THOMPSON. J. FRANK HENDERSON. Witnesses:

JAooB S. THOMPSON, CHESTER F. HENDERSON. 

